Car construction



O. C. DURYEA GAR CONSTRUCTION April y1s, 1933.

Fil Jan. 29, 192e 5 sheets-sheep 1 ZW/vgl.-

April 1'8, v1933. o. c. DURYl-:A

CAR CONSTRUCTION' Filed Jan. 29, 192e 5 sheetsfsheet 2 `Abril 18, '1933- o. c. DURYEA I u CAR CONSTRUCTION Filed Jan. 29, 19?: 5 Sheets-Sheet 3 k ma mx @Q @Q M wm. wm o, um m A April 18, 1933. o. c. DuRYl-:A

CAR CONSTRUCTION Filed Jan. 29, 192 5 Sheets-Sheet 4 LU- W Ill-, f

ALUM. G

uw. L..

April 1s, 1993.v Q C. DURYEA 1,904,294

CAR CONSTRUCTION Filed Jan. 29, 192e 5 sheets-sheet 5 Patented Apr, 18,1[933 i f i UNITED si'wvrl-:sJ 'PATENT orf-rca OTHO C. DUBYEA, F WATERBURY, CONNECTIWT, ASSIGNOB T0 0. C. DURYEB 'C034 PORATION, 0F WILMINGTON, DELAWARE, A .CORPORATION 0I DELAWARE p CAR CONSTRUCTION application mea sammy 29,1926. serial no.' sus?.

. This invention relates to railway rolling stock, and more particularly to a railway car 'structure wherein a long travel longitudivnal member is adapted for movement relative 6 to the remainder of the structure, incombination with means for yieldinglyy resisting said movement, whereby the shocks and impact stresses incident to operating conditions areY tive movement; A n object o'f provide novel means of relatively long travel for absorbing the shocks imparted to a car under operating conditions. l f Another object of this" vention is to provide a car structure of the above type wherein the resilient elements of long travel are interposed between .the bolster or bolsters 3W and the adjacent end' sill or sills of the car. pose A further object is to provide novel shock absorbing means of long travel in combination with friction means of the energy imparted to the car is-dissipated. Y Y

A furtherv object is to provide no vel resilient means of long travel for resisting lon-vV gitudinal movement .between the center member and the car holsters, which means are interposed between the coupler-means and the bolster, and which extend r'omthe coupler means tothe bolster.

A further object is to provide novel means for yieldingly resisting relative Vmovement between the center omember and the remainder oi the car-structure in combination with means for preventing the resilient. means from going so d. Y Y Another object structure of the above type which'embodies travel vrelatively long travel for resisting said rela-.

the present invention is to whereby -a portionV is to provide a novel ca r friction means for resisting relative movement of the center inenber, the resistance offered by said means' being adaptedl to varyr in proportion to the weight of the lading.

Another object of this invention is toprovide novel shock Iabsorbing means of relative-5 ly long travel in combination with means forproviding train slack. .A still furtherobject is to provide novel means forseciring a predetermined and an wz. linvariable amountf of train slack.

Another object is to' provide novel means for maintainingthe resilient members in operative position relative tothe bolster and center'mem r.

Another object is to provide a novelnnderframe structure including novel crossbearers'and holsters. 1 Additional objects are to provide a car structure of the above type which is adapted To'. for ready assembly, which is rugged, and

which is relatively inexpensive to manufac-v ture. These and other objects? appear more fully hereinafter.

will be readily understood '51 The invention by reference to' the accompanying drawings illustrating t'wo embodiments of the present invention. 'It is to be expressly understood, however, that these are for the purs of illustration only and are'not designedvas a definition of the limits'of the invention,-reference being had to the appended claims for this purpose.

In the drawings, wherein like reference characters refer to like parts throughout the several views.'

Fig. 1 is a top plan view, parts broken l away, illustrating one 'type of long travel means which may be employed for yieldingly relative movement between the lon 00 travel center member and the remainder the car structure, in accordance with the present invention;

Fig. 2 is a transverse sectional view takenon the line2-2 of Fig. 1;

Fig. 3Y is a longitudinal sectional side view taken on the line 3 3 of Fi 1;

Figs. 4 and 5 are sectional views taken on the lines 4- 4 and 5-5 respectively, of Fig.

. Fig. 6 is a top plan view in section taken on the line 6 6 of Fig. 3;

Fig. 7' is a transverse section taken on the line 7 -7fof Fig. 6;

Fig.,8f is a longitudinal sectional view illustrating' a second embodiment of the present invention;

' Figs. 9 and 10 are transverse sections taken lthe lines 9 9 and lO- lO respectively, vof

10 Fig. 8;

' ig. 11 is a detail topplan view illustrating certain novel features ofthe Vunderframe` which may be provided accordance with thepresent invention.;

5 Fig."12 is a transverse section onjthe line 12-12 'of- Fig. 11; and A Figs. 13, v14 and 15,' are detail sectional views illustrating three different types of friction means which may be embodied in the v 0 car structure constituting the subject matter of the present invention.

Referring to Figs. 1 to 7 inclusive, the car structure constituting the subject matter .of

the present invention includes a pair of novel body bolsters which are adapted to be mounted on truck holsters and trucks (not shown) in' a suitable manner well understood in the art. Only one body bolster 11 is shown in the drawings but it is to be understood that a .30 body'bolsteris employed at each end of the car as is now the general practice In 'order to employ al large scale for the drawings only ,one end of the car structure is illustrated. Secured in any suitable manner, as by means 1,35 of rivets, to the opposite ends of the bolster 11, are side sills 12 and the latter are joined at their extremities by the usual end sill 13.

In order to give the underframe and body structure sufficient rigidity and to prevent the same from being thrown out of line, a pair of diagonal braces 14 are preferably riveted at one end to the end sill 13. and at the opposite end to the outer portions of the bolster 11. Extending through .suitable openings 15 (Fig. 7 in the bolster 11 is along travel cen- I ter member which, in theform shown, extends from end to end of the car and is constituted by channels 16 'that are rigidly maintained -in spaced relation by. means of suitable tie 5o plates 17. Preferably these tie plates, which may be constituted vby channel members, are secured between the channels 16 with the web Y `-of eachetie plate substantially lush with the upper or lower flanges of the channel mem-y bers constituting the center member (Fig.

In orderv that forces imparted to the car 'structure may be gradually and yieldingly resisted, thereby avoiding damage to the car 'structure lor lading, the. center member isv adapted vfor longitudinal, moyement'relatve Oto the bolsters, which movement is of rela- I tively great extent, and means are provided for vyieldingly resisting relative movement 5 of the center member. If desired, said means` may include means for dissipating a portion of the energy tending to produce said relative movement. members 18 and'19, which may be of any suitable type, together with friction means to be described more fullyhereinafter, yield- In the form shown, resilient.

ingly ,resist relative movementvof the centerv member. vPreferably the holsters are pro- .vided on theirl outer faces withcrecesses 20 angln'n each of said recesses is positioned a follower plate 21V (Fig. 3) which hasengagement on one lface thereof with an inner .wall of the recess and on its opposite face with the resilient members18and19, the member 19 in the. form shown being disposed within the resilient member 18 and' be riveted to the diagonal bracing members Y .14, as indicated at 24 in Fig.' 1. As shown in Figs. 3 and 4, a striking plate 25 is secured to the channelmembers 16 at the ends of the latter, and preferably the outer end of said striking plate extends beyond the outer ends of said channel members, as is indicated at 25a, Fig. 6. The rear end of the striking plate'25 extends inwardly .for the Y greater part of the-length of the strikingplate guide 22 and is slidably supported by the latter. .InY engagement withthe face of the inner end. of the striking plate, which end constitutes a transverse beam, is a fo1- lower 26 which is engaged on its opposite face by the resilient member 18. Preferably a sleeve 27 extends through a central opening in the follower 26 and the striking plate 25 into engagement wththe face ofthe inner` A endof a coupler shank 28aI provided with a coupler head 28 of the'usual type. As shown,

l the inner end of the sleeve 27 is provided 'with a lianged portion 27a whichis of greater diameter than the openings in the follower plate 26 and striking plate 25 and in engage- Ament with Asaid flange is the'outer end of the resilient member 19.

Means are provided for preventing the resilient members 18 and 19 from moving the follower plate 26 from its normal position toward theadjacent'end of the car. In the form shown,- said means are constituted by the striking plate guide 22, which has en,

gagementV with the upper portion of said follower 26,"and by a transverse plate 31 -which engages the lower portion of said'follower.. One or more hanger irons 29, which are preferably constituted by metal straps, are riveted as at'f30 (Fig. 4) to the side Bauges of therstriking -plate guide 22 and at the opposite ends thereof -said'hanger irons are-riveted to said transverse plate 31 which izo ipo-sfeer is suitably strengthened at the center lthereof, as bymeans of ribs 31a, and which is normally 1n engagement on 1ts 'inner face wlththe follower'plate 26. Longitudinal movement of member 31 may be prevented by tension members 32, which are .-secured, as by vmeans of? rivets, tosaid transverse member 31 at their outerlends, and whichextend rearwardly and are suitably secured by bolts or rivets to laterally proj ecti ng lugs 33 which may be formed integrally with the bolster`11.

The coupler shank 28a is slidably secured, as by means of a key 34, to the striking plate and channel members 16, which key extends through registering openings 35 in said striking plate and channelv members. The open-J mgs 35 are of greater width than the width f of the. key, as is the usual practice.

Suitable means are provided on the center member for imparting'motion to the follower plate 21 to compress resilient members 18 and 19 when'said center member moves in one direction, the follower 21 being held against movement in the opposite: direction by engagement with the bolster 11.'` In the form shown, said means are cons titutedby-f a suitable number of lugs or fingers 36 (Figs. 1, 6'and 7) which extend inwardly A through an opening or openings 37 in the channel members 4-16, and which are preferably formed integrally with plates -38 which are secured as by means `of 7rivets to the outer faces ofthe webs of the channelmembers. 16. Normally the lugs 36 are in abut- .ting engagement with the inner face of the follower plate 21 and said lugs may move relative to the bolster 11 in openings 39 provided in the-latter.

Means are preferably provided for pref venting the lresilient members 18 and'19 from going solid. To this end angle brackets A4 0. Vconstituting stops, yare secured toV the outer faces of the webs of the 'channel members 16" at a suitable distance from the outer face ofthe bolster, 11. If desired, the stops for limiting the movementof the center member relative to the-bolsterin the opposite direction, may be constituted by lugs 41 which are integrally formed with the plates 38.

'Operationf-It will be Vunderstood .that- ,preferably the yielding means, including the follower plates and the members cooperating therewith, as well as the stops, are provided at each end of the car. If a buiing force is applied to the coupler 28 the vcoupler shank 28a, key 34,- and sleeve 27, are ymoved to theV left relative to the remaining elements of i the car structure, against the tension of resilient'member 19,the`opposite end of said resilientmember being heldagainst movement by the follower plate 21 in abutting engagement with the bolster`11. If the buflingforce is sufficiently -g-reat, resilient memberl 19l is compressed and the inner end of the coupler shank 28a' moves into 'engagement with the wall of the recess 251; provided in the striking tive movement of the center member is therefore yieldingly resisted by both the resilient members 18 and 19. If the buiing force is Aplate 25 and simultaneously the inner edge lsufficiently great, stops 40 may be moved into vengagement with the outer face of the bolster 11 and said stops are so positioned relative to said bolster as to prevent either of the Yresilient members 18 or-19fromgoing solid.

ViMovement of the center member relativev to the bolster 11,is also yieldingly resistedbythe resilient means provided adjacent the bolster `at the opposite end of the car since movement of said center member imparts movement to lugs or ngers 36 'provided adjacent the bolster at the opposite end of the car (not shown) which motion is transmitted to a followerplate 21 to compress resilient members 18 and 19. The opposite ends of the resilient members at this time are held againstmovement byengagement of sleeve 27 and follower plate 26 with the striking plate guide 22 and the transverse member 31.V If the relativemovement ofthe center member is sufficiently great to cause the stops' 40 to contact with the vbolster 11, the stops 41 at the oppositeend of the car simultaneously contact with the adjacent bolster and any oversolid blow is thus equally7 distributed between the opposite ends of the car.

' If the coupler 28 is subjected to draft, i. e.,

if a force is imparted to the coupler 28 tending to move it to the right as viewed in Fig. 3, this force is transmitted by key 34 to the center member and if sufficiently great the center member is moved to the right relative to the bolster 11, carrying with it the lugs 36. As set forth above, movement of the lugs 36 forces the 'follower 21 out of engagement with the bolster 11 and the resilient members 18 and 19 yare compressed since the opposite ends of the same -are held against movement by. engagement of sleeve 27 with follower plate 26, which latter in turn is held f against movement by the striking plate guide 22 andthe transverse member 31.

It will be apparent that the resilient memv bers are adapted to yieldingly resistvrelative movement of the center mcmber'in either direction and that the resilient members at the opposite end of the car coact in resisting said movement. Due tothe relatively long travel of the center member the enormous forces imparted-to the car are effectively resisted without damage to the car structure or its lading and it will' be understood that this relative movement is several times greater than the movement of the usual draft mechanism now employed. For example, said movement may be as great as six inches, eight inches, or even more.

Referring to thc embodiment of the invention illustrated in Figs.. 8 to 10 inclusive, relative movement of the follower plate 42,l adjacent the striking plate and coupler, to the right as viewed in Fig. 8, is prevented wby means of a suitable number of bolts or rods 43 which .extend through openings in said follower plate and in the. bolster 44, said bolts or rods 43 being maintained in operative position by means of nuts 45. Rods 43 and nuts 45 constitute a' yoke for the resilient members. In this embodiment therefore the follower plate 42 does not have engagement with the striking plate guide 46. In other respects, however, this embodiment is substantially the same as the first embodiment described above and a detailed description of the operation of the same is considered unnecessary.

In certain typesv of cars it may be desired to dissipate a-portion of the forces imparted to the car. Accordingly, means may be provided for dissipating a portion of the .energy tending-to produce relative movement'bev tween Vthe vcenter member and the bolsters.

' vthe resilient members, for yieldingly resisting relative movement -of thecenter member. A portion of the weight of the lading is directly transmitted by the stringers to the center member whereby the frictiongenerat-. ed between the stringere and the center sill will vary in proportion to the weight of the lading in the car.- Y l If desired, a Z-bar 49 (Fig. 14) may be suitably secured to the .floor 1n the vertical y lane of the channel members 16 with its ower flange in engagement with the upper flange of said members 16. In this instance the friction will be less than that provided by the wooden stringers since the coellicient of friction of metal on metal is substantially 0.27. However, as -pointed out above, this frtiction will vary withthe' weight ofthe Ifesirable, a greater amount of friction may be provided between the center member and the remainder of the car structure than can be secured by the `use of either of the means described above. For example, a T- bar 5() (Fig. 15) provided with an inverted V-shaped notch in the shank thereof, may be securedrat its flanges to the under surface of the car ooring in the vertical plane of the channel members 16. In engagement with the notched portion of said bars 50 are longitudinally disposed T-bars 51`which may be secured, as by means of rivets (not shown), to the upper flanges of the members 16the shank of theT being provided with a wedge- 'shaped portion 51a which extends into the groove of the bars50. The bars 51 should be of suchv length as to terminate a distance short of the bolster 11, or a cross-bearer 52, C

which is not less than the distance 'normally betweenthe stops 40 or 41, and the adjacent faces of the bolster 11,A in order that said bars do not interfere with the relative movevment of the center member. Thefriction -bev ftween bars 50 and 51 may be varied within Y wide 4limits by changing the angles of the bers or cross-bearers 52 are constituted by pressed'or stamped plates having integrally` formed' peripheral flanges 53, and constitute combined compression and tension members. Since, in theform shown,'the cross-bearers form the intermediate load carrying members, the upper portion of each cross-bearer constitutes a compression member andthe lower portion of thev same constitutes a tension member, it bein understood that said cross-bearers are rigi ly attached at the op- 4 posite ends of the same 1to the side sil1s12.

However, if the center member is so constructed as to constitute the primary load carrying member the upper portions of the cross-bearers would constitute tension members. V4An opening 54 is provided in the central portion of eachA of the cross-bearers whereby the center member constitutedby' the channel 16 may have longitudinal movement relative thereto. v

Means are rovided for preventing shear stressesfrom isrupting the cross-bearer and for providing bearing surfaces for the center` member. In'the form'shown, a center brace 55, which is preferably formed as a casting, is securely bolted'or riveted to the lateral face of the cross-bearer o posite to the face from whichextends theil) ing the o ning 54. The center brace 55 mayA ange 56 surroundroo ics

be provi ed with suitable strengthening ribs I 57 and, adjacent the top and bottom thereof,

with integrally formed and laterally extend-j ing'ears 58 which engage the upper and lower facesof the flanges of the channel members 16. vIn the form shown', the ears 58 are L- shaped to provide a relatively large supporting surface at each cross-bearer for the channel members 16.

Preferably means are provided for pre-l venting longitudinal movement 'from being imparted to the cross-bearers because of the frictional engagement therewith of the relatively movable center member. In the' form shown, an angle bar 59 is provided forthis purpose. Preferably one end of this angle 4bar is rigidly attached by means of bolts or desired, the opposite end ofthe angle iron 59 may be rigidly attached tothe bolster at the opposite end of the car (not shown) but preferably said angle iron is attached to only one bolster.

It will thus be perceived that there is lprovided a car construction wherein the' forces imparted to thesame are yieldingly resisted by means having relatively long travel, and yet one which is so constructed that a predetermined amount of train slack is provided for. The resilient members employed for resisting the relative movement are interposed between the bolsters and the adjacent end sills o f the car. A portion of the energy imparted to the car may be dissipated by friction means and the amount of friction available for dissipating such'energy varies with the Weight of the lading carried bythe car. One

' of the resilient members employed at each lend of the-carisadapted to coact with the coupler mechanism associated therewithffor 7 providing an invariable amount Yof train slack. Said resilient members also coact with the other resilient members for'yieldingly re- I f A sisting relative movement of the center mem-l ber; Permanent setting of the resilient members vis avoidedsince suitable stops are pro vided for preventing said members from going solid., Means are associated .with the resilient members whereby each member yieldingly resists relative movement of the center 4. adapted for movement of limited extent,` relmember in either direction.c

A f The distance between the bedy bolsters and the adj acent, ends of a car' cannot be .varied i within'wide limits forv reasons well under,-v stood in the art. In standard cars the dis-i tance between the'bolster andthe adjacent end sill is usually from 4% to 5 feet. The distance betweenthe' inner end of the coupler shank and the bolster is therefore quite limiti ed. The present invention is broadly directed to long travel means positioned inthe limitmovement of the center member. lHeretofore olster-and the coupler' ymeans for yieldingly resisting longitudinal'.

draft gears of very limited travel have been interposed in this limited space but so far as is lmown the `maximum travel of draft gears is approximately 3f; inches while the travel' recommended by the American Railway As sociation is only 2% inches. wise, the draft gear of modern cars, due to the center sill construe-tion among other-reasons, must be mounted in the extremely small space of 24% inches by 12778 inches by 9. inches. The .present invention `secures long travel and at the same time provides for the desired. amount of train slack.

i While two embodiments of the invention have been illustrated and described with considerable particularity, it is to be. expressly understood thattheinvention is not limited thereto since various changes may be made in the structures without departing from the present invention. For example, the resilient members may be positioned between vthe bolsters'and the adjacent cross-bearersv instead of between the bolster and the adjacent end sills. If this is desired yielding coupler means of the type disclosed in my co-pending applicationA Serial .No. 26,267, filed April 27, 1925, o r the means disclosed in my co-pending application Serial No.. 79,449,e filed January 5, 1926,.may be employed for overcomingthe inertia of the center member and for providing train slack.

Stated other- Diagonal members may be employed= for l strengtheningthe cross-bearers against longitudinal bending movement, as disclosed in my co-pending applicationv Serial No.. 27,041,

'tiledApril 30, 1925, in which event it may be unnecessary to secure the angle iron 59 to one of theV bolsters. Reference is Vtherefore to behad to the appendedclaimsjfor afde- Vnition of the limits-of.A the invention.

'- What isl claimed A .'1.' In a railway Vcar comprising a v body structure including a bolster, along travel center member mounted for movement; rela.v tive to said bolster, coupler means operatively secured to said center memberinclnd-v ing a coupler of the standard type, .and ref silient means extending from a point adjacent the inner end of the shank of said couf pler to said bolster for yieldingly resisting said relative movement, said coupler being ative tothe center member whereby the train slack is independent of the .travel of the resilient-means.

2. A Arailway car comprising a plurality of transverse members including a bolster, a. long travel center member'extending sub- 'st-antiall the length of the car and mounted bolster for resisting said relative movement.

3. In a railway car comprising a plurality of transverse members including a bolster, a; longitudinal member mounted for movement relativeto said bolster, coupler means including a cou ler of the standard type and a key for 'movably connecting the coupler to the end of the longitudinal member and long travel means including two concentrically arranged coil springs extending from the bolster to a. point 'closely adjacent 'the inner end of the shank of said coupler for resist- Y ing said relative movement one of said v'springs being disposed within the other.

4. In a railway car comprising a plurality of relatively movable parts including a bolster and a center member, 4said bolster.

having a recess therein, a coupler of the standard type; a key for Amovably securingV the coupler to the end of said center memberz and means including a pair of coil' `ber extending substantially the length of the car and mounted for movement relative to said bolster, coupler means including a 'coupler secured to said member, said coupler aving limited movement relative to the member, and resilient means for resisting said relative movement, a portion of. said resilient means extending into said recess and the opposite end of said means extending to a point adjacent the inner end of the shank of said coupler.

6. In a railway car structure comprisin a bolster, a center draft member mounted or longitudinal movement yrelative to the bolster, a follower plate normally having engagement with said bolster, a striking plate carried by the center member, guiding means for the striking plate carried by the structure, a coupler having operative engagement with thestriking plate and center member,`

means carried by said center member for engaging said follower plate, andl yielding means having engagement with .the follower plate and said plate and guiding means :for resisting said relative movement.

v"4'. In a car structure including a bolster having a recess therein,f a center member mounted for movement relative to said bolster, a follower in said recess, lugs on said center member adapted for engagement with said follower, resilient means having engagement at one end thereof with said follower, a

thereofwith said bolster for resisting saidv relative movement, a coupler secured to said center member, and a sleeve engaging said coupler and the opposite end of said resilient member.

9. )In a railway'car structure comprising a' plurality of transverse members including va bolster, a center member mounted for movement relative to said bolster, a coupler having head and shank portions, a key for movably securing the shank of the coupler to said center member, and means for yieldingly resistin said relative movement, said means inclung a resilient member operatively associated With the shank of said coupler and adapted to yield onbuiling-shocks to yieldingly resist movement of the coupler relative to the center member and to further yield to resist movement of the center member relative to said bolster.

10. In a railway car structure comprising a plurality of transverse members including a bolster, a center member mounted for movement relative to said bolster, coupler means operatively secured to said center member i ing a bolster, a center member mounted for movement relative to said bolster, a cou ler movably connected to said center mem er, yielding means having operative engagement with the inner end of the shank of said coupler and bolstenfor resisting movement of the coupler relative to the-center member,-

and other yielding means cooperating with said first mentioned yielding means for resisting movement of thecenter member relative to said bolster. 'Y

12. In a railway car structure includingV a i bolster, a center member extending the length of said structure and mounted for movement relative to said bolster, coupler reo-saai A. Y 7

means operatively secured -to said center member, a resilient member interposed between the coupler means and bolster and having operative engagement at its opposite ends 1 member and adapted to coact therewith for yieldingly resisting movement of the center member relative to said bolster.

13; A railway car structure comprising a plurality of transverse membersincluding a u bolster, a center member mounted for long'itudinal movement relative tofsaid bolster, a coupler operatively secured to the center member, resilient means-extending from the bolster to a point adjacent the shank of said n coupler for said relative movement, and friction means having operative engag ment with the eenter member for .dissipating' a.n portion of the energy tending to produce said relative movement.

'z-s- 14. A railway earstructure including' a bolster having an opening therethrough, a member extending through said opening and adapted for movement relative to said bolster, a coupler operatively secured to said '3 member, resilient means extending from` a point adjacent. the inner-end of the shank of the coupler to said bolster for yieldingly saidV relative movement, and means having frictional engagement with said member for dissipating a portion ofthe energy to produce said relative movement.

mounted for movement relative to said bol- 4 ster, coupler means carried by the center member, resilient means extending from the coupler means to said bolster for yieldlngly said relative movement, and friction means for dimipating a portion ofthe. "4s-energy to produce relative movement, the generated by said means varying with the vlading carried by said structure.

'16. A. cai-'structure comprising,

in combustin, a plurality-f holsters having openings therethrough, .side sills secured toY said' holsters, endsills secured to the side sills, one or more transverse members intersiid'bolsters and securedtoraillsde 5 sills, said transverselmembers having openings therein, center braces secured to 'said transverse members adjacent said openings,

l aeenter member extending through the openings in said transverse members and holsters f vand mounted for movement relative thereto,

couplers movably connected to the opposite ends of the centermember, means for re` sish'ng movement of the center member relative to said holsters, means for connectingvsaidoenter braces to one-of' said holsters.

V'ment'in a vertical plageL and tensign memhan V ilway caro'omprisinga bpdy struc-' ture including a bolster, a; center member' for limited movement relative thereto, a re.

" resilient means for resisting the movement;

17. In a railway car comprising a body structure including a bolster and a striking plate guide, a center member mounted for movement relative to `said bolster and guide, resilient means for resisting said relative movement, couplers movably connected to said Vcenter member, a follower interposed between said resilient means and saidguide and normally having engagement with the latter, a member normally having' engage- 75 'ment with said follower and adapted to coact withzsaid striking plate'guide to 'prevent movement o f the follower in one direction, and tension members for securing said last- A named member to said bolster. A f 30 18. In arailway car structure having rel-' atively movable parts and including a. long travel draft memberfand a frame, resilient means for yieldingly resisting said relative movement, a follower having engagement with said resilient means, a member for preventing movement ofy said followerin one direction, hanger irons secured to s'aid frame for maintaining said member against move- .90

bers for resisting movement .of said member in a horizontal plane. Y

V19. A railway car structure comprising a bolster having an openingA therethrough, cross-bearers having openings therethrough associatedwith said bolster, a' center member extending through the openings in` saidY bolster and cross-bearers and adapted for movement relative to the bolster anderossbearers, couplerl means including a coupler Voperatively secured to said center member, said couplerl being adapted for limited movement relative to 'saidcenter membei", and Y long ltravel resilient means interposed between said bolster and said' coupler mea-n for yieldingly resisting relative movement of the center nember and also resisting movement .of a coupler` relative to said center member. V

20. A' railway car structure comprising a no bolster, a centermember mounted for movement relative to said bolster, coupler means secured to said center member and adapted silienmember associated withthe couplerV means-,rand resilient means for resisting the relative movement of the center4 member, said resilient member being adapted to resist( movement of the coupler means relative to the centerr member and to further resist 'movement of the coupler means when the latter moves with the center member.

2,1. A railway car structure com rising a bolster, a center member mounted or longitudinal movement relativeto said bolster, resilient means for-resisting the movement of said member, coupler means carried byy said center member and adapted for limited movement relative to Said center member,

of the coupler means relative to the center' member and for resisting movement of the coupler means with the center member. 22. A car structure comprising transverse members including a bolster, a longitudinal member mounted for movement relative to said bolster, means for yieldingly resistingv said relative movement, coupler means carried by said longitudinal member, said coupler means being adapted for movement relative to the longitudinal member, and means for yieldingly resisting movement of the coupler means relative to the longitudinal member,.said lastnamed means being adapt- 1,9o4,2a4 y a striking plate secured to the center member and having its inner portion extending across the center member and constituting a beam for positively engaging the inner end of the coupler shank and limiting movement of the coupler relative to said center member in one direction.

27. In a car structure of the type embodying a draft member extending substantially the length of the structure and adapted for movement of large extent relative to the body bolster of said structure, a coupler connected to one end of said draft member and adapted -for limited movement relative ed to resist movement of the coupler means thereto, and resilient means mountedclosely with the longitudinal member. adjacent the coupler for resiliently resisting 23. Ag, car structure comprising bolsters, both relative movement of the draft I'nema long yravel center draft member mounted ber and movement of the coupler relative to for movement relative to said bolsters, said draft member.

cross-bearers intermediate the holsters for 2&A railway 'ear structure including a guiding said member, the latter having slidbolster, a center member extending through ing engagement with the cross-bearers, ears said bolster and mounted for movement relaprojecting from said cross-bearers, means tive thereto, coupler; means operatively con- Vseeuredto said ears and one of said bolsters nected with said center member for 1mid for preventing movement of the center memmovement relative thereto to .provide train ber from deflecting said cross bearers, and slack, and means including two concentric yielding means for resisting relative moveand coextensive springs vboth extending ment of the center'member; l from a point adjacent the inner end of the 24..A railway car comprising a body coupler shank of said coupler means to a structure including a bolster, a center memrecess in saidbolster for yieldingly resistber mountedfor movement relative to said ing said relative movement between said oenbolster, coupler means including a coupler vter member and bolster, the latter movement y provided with a shank operatively secured being of greater extentthan the train slack .extending from a. point adjacent the to said center member, and resilient means provided by the coupler means.

29. In a railway car structure comprising inner end of the shank of said coupler a plgrality oitransverseinembers including t0 Sfid blSteI for yeldnd/refiS/thlg/a/bolster, a center member extending subrelatlve moFvement/ofthe/ce' er member stantially the length of the structure and and/bolster, and for yieldingly' resisting mounted for movement relative to said bolmovement of the coupler relative to the censter, resilient means for resisting said relater member, tive movement, and means for rendering 25. A railway car comprising a body said resilient means effective in both direcstructure including a bolster, a center memtions, said last named means including lugs ber extending substantially the length of the and a standard type coupler secured to the structure and mounted for movement relacenter member, said resilient means extendtive to said bolster, coupler means carried ing between Said lugs and the inner end of Y by vthe center member, resili'ent means exsaid coupler and operatively engaging said tending from the Coupler means to said lugs at one of its ends andsaid coupler at bolster for yieldingly resisting said relative its other end.

movement, said resilient, means being mounted `in the horizontal plane of the Specification. coupler means,`and friction means for dist oTHo o.V DURYEAQ sipating a portion of the energy tending/toaV produce relative movement,ithe#friction/genv "ing carried by said structure.

. coupler tothe center member, resilient means for resisting relative movement of the center member and coupler inone direction, said center draft member being adapted for long travel movement relative to the car body and In testimony whereof I have signed this 

